page_title: Lockheed C-69 Constellation
section_title: Design and development
hierarchical_section_title: Lockheed C-69 Constellation / Design and development
caption_attribution_description: English: Lockheed C-69C (L049) Constellation G-AKCE of BOAC arriving at Heathrow North in 1954
context_page_description: The Lockheed C-69 Constellation was a four-engined, propeller-driven transport pressed into military service during World War Two. It was the first military version of the Lockheed Constellation aircraft line. It first flew in 1943, and production of the 22 constructed was shared between the United States Army Air Forces and commercial carriers. Most of the C-69 aircraft built were later converted into civilian airliners under the new designation L-049.
context_section_description: Following the Attack on Pearl Harbor and the United States entering World War II, the assembly lines at the Lockheed Aircraft Corporation were taken over by the American government for the war effort. Along with the assembly lines, the Lockheed L-049 Constellation airliner was also requisitioned and redesignated C-69 and was to be used as an equipment and personnel transport by the United States Army Air Forces (USAAF). In February 1942, the 80 L-049/L-149 Constellations ordered by Transcontinental & Western Air and Pan American World Airways were also requisitioned. The 50 L-049s both airlines had on order were to be redesignated C-69 and C-69A, respectively, and used as troop transport aircraft. The 30 L-149 aircraft Pan Am had on order were replaced by the similar model L-349 (difference being the cargo door on the upper left hand side of the aircraft and the ability to carry cargo) and designated C-69B. Another 180 C-69B aircraft were ordered increasing the figure to 210. Due to the direction the war was heading during summer 1942, the need for a large troop transport capable of crossing the Atlantic Ocean or Pacific Ocean (by flying from island to island) became more important. This would help avoid the risks the convoys in the Atlantic were facing due to U-Boat attacks. The Douglas C-54 Skymaster planned for these roles wasn't completely capable. So on September 29, 1942, the American War Department signed contract W535 AC-26610. With this contract, the nine L-049 aircraft under construction for TWA were purchased and 150 more C-69A and C-69B aircraft were ordered along with C-69C (L-549) and C-69D VIP transport versions. In reality, only one C-69C was produced out of all these planned variants.
  Around the same time the decision regarding contract W535 AC-26610 was made, the prototype XC-69 was completed and rolled out in December 1942. The aircraft was painted in olive green and grey camouflage colors and the civilian registration NX25600 along with Lockheed's logo being painted on the nose of the aircraft for promotional reasons; construction of the aircraft at Lockheed's Engineering Experimental Shop had been kept a secret. However, problems developed with the aircraft's powerplant, the Wright R-3350 Duplex-Cyclone. A consideration to replace the R-3350 engines with Pratt & Whitney R-2800 had been taken up. This led to a new version designated XC-69E, but the project was eventually abandoned.
  On January 9, 1943, after the last inspections had been carried out by the USAAF and Lockheed, the XC-69 finally took to the skies. For the occasion, Lockheed had borrowed the Boeing Aircraft Company's chief test pilot, Edmund Allen.  Allen was one of a small number of pilots to have experience with the R-3350 and was the test pilot for the Boeing B-29 Superfortress bomber, the role for which the R-3350 was originally developed. Lockheed test pilot Milo Burcham, who was known for flying the prototype Lockheed P-38 Lightning, acted as co-pilot during the flight. Both Allen and Burcham traded control of the aircraft during the entire experience. Both designers, Clarence "Kelly" Johnson and R.L. Thoren were also present on the flight (the latter acting as the flight engineer). The aircraft landed at Muroc Dry Lake (presently Edwards Air Force Base) and conducted four successful take-offs and landings. Burcham flew the XC-69 back to Burbank in 31 minutes. In total, the XC-69 performed six separate flights all adding up to 129 minutes. Two aircraft, a Boeing B-17 Flying Fortress and a Lockheed L-18 Lodestar acted as photo chase aircraft. After the experience Allen commented, "This machine works so well that you don't need me anymore!" Allen returned to Boeing. A seventh flight took place on January 18. This time, the landing gear doors were placed on the aircraft so the gear could be retracted (this was not done earlier to avoid any landing gear failure). On July 28, 1943, the XC-69 was symbolically handed over to the USAAF at Las Vegas, Nevada and given a military serial number 43-10309. Later that same day, the XC-69 returned 
caption: The sole C-69C after civilianization for BOAC as an L049E. At London Heathrow in 1954
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